Motor vehicle



I L. J. STEPHENSON.

MQTOB VEHICLE. APPUCATION FILED JUNE 10, me.

Patented Dec. 2, 1919 '5 SHEETSSHEE l 6 5 NJ a T 7 l 2722/6? 69/5 (I 6260726 QY u N V \A AA! m m J Q J v [w j mow V w E ex .5 WK Fun ,0 2w w m W ;%WM L R A i L. J. STEPHENSON.

MOTOR VEHICLE.

APPLICATION FILED JUNE 10, 191B.

Patented Dec. 2, 1919.

3 SHEETS-SHEET 2.

. Lazwm "L'. J. STEPHENSON.

MOTOR VEHICLE APPLICATION FILED JUNE :0. 19m.

Patented Beau 2, $.33

3 SHEETS-SHEET 3.

mlmmwm ilk y @Y LEIGH J. STEPHEBISON, OF CHICAGO. ILLINOIS, ASSIGNOB TO WOODS MOTDR VEHICLE CQMPANY, F CHICAG-U, ILLINQIS, A COBIQRATEON OF ILLINOIS.

MOTOR-VEFIGLE.

1i sentoc.

Specification of Letters .Patent.

Patented Dec. 2,

To all/whom it may concern Be it known that I. LEIGH J. STEPHENSON,

a citizen of the United States. residing at- Chicago, in the county of Cook" and State or Illinois, have invented a certain new and useful Improvement in lviotor-Vehicles, of

which the following is a full, clear, concise. and exact description. reference being had to the accompanying drawings, forming a part of this specification.

My invention rclatesto improvements in motor vehicles and is especially concerned with improven'ients in vehicles of this type in which a dual power plant comprising a suitable engine and a dynamo is en'iployed for driving the vehicle. in power plants of this type a storage battery is used in connection with the dynamoand is so connected as to receive power from the dynamo or to deliver power thereto, depending upon the speed of the engine.

The objects of my invention are:

1st. To simplify the :controlling means for dual power plants of the type referred to and to increase the eliiciency thereof.

And. To provide novel means for regulating the charging of the storage battery and for connecting the storage, battery with the dynamo when the dynamo is to serve as motor.

3rd. To provide novel [means for producing a dynamical braking effect upon the vehicle.

4th. To provide braking-J n'iechanism coacting with the dynamical braking means for bringing the vehicle to a complete stop.

5th. To provide novel means for reversing the direction of travel of the vehicle.

6th. To provide novel means for controlling the speed of a vehicle provided with a power plant otthe type referred to.

Further objects. adaptabilities, and capabilities will appear as the description progrosses, reference being had to the accompanying drawings in which, i

7 Figure 1 is a plan View of an automobile chassis, the body being removed and certain portions being broken away for the purpose of better illustration;

Fig. 2 is a longitudinal section;

Fig. 3 is an enlarged fragmentary view showing the mechanism for controlling the clutch and the service and emergency brakes and also showing a switching mechanism the construction and details of which will later be described;

Fig. l is a transverse section taken on the line sl4. 0! Fig. 1 and showlng further details of the construction shown in Fig. 3;

Fig. 5 is an enlarged sectional detail view- Fig. 8 is a. diagrammatic View showing theconnection between the dynamo and storage battery in combinatlon with the control mechanism.

The sectional views are tahcnlooking in the direction of the small arrows, and in the several figures the same reference characters refer to similar parts.

In the preferred embodiment of my invention I provide an internal combustion engine whichhas a driving connection with a compound around dynamo. The compounding of this dynamo is such that it operates cumulatively when the dynamo is operated a motor and differentially when the dynamo operated as agenerator.

During normal operation a resistance is connected in series with the shunt winding of the dynamo, but when it is desired to use the dynaminl braking effect of the dynamo to reduce the speed of the vehicle this resistance is short circuited in order to increa the strength of the field and thereby increase the dynamical braking effect. The dynamo is connected with the storage battery by a circuit which includes a solenoid operated switch and a switch or relay operated by an ampere hour meter. The solenoid of the solenoid operated main switch is connected in series with the switch controlled by the ampere hour meter in such a manner that the main switch is opened after the battery has received a predetermined amountof charging current and closed when this predetcrmmed amount of meter switch so that the main switch can be closed to start the vehicle in case the battery 3.2.16 pi'ovided.

as has me compl-stsl l provizia both mtoz pedal f u internal 00m n the thrm' fls 16h clsses be,

busiion lever is a, switch meccircuit, of the solenoid 0 31min swims movement m: the throttls Flu-char man-men; the thtmtt isvcr opens the thi'ottls v t s 2311223118. KJOZYUIQCL s, j

d. pew the em t0 speed up. t )1 1: that ti Q11 lletween the throttle 1d the switch last referred J that the thzottls is 01mm zuxbt-lng" the engme in; d shun 1 v e ii tb g me will drop to a pfiint Where the, current will reverse its 6 2 E suse the lereby cmsmg time eniahsy th s 7 gen C) servlcs the QIQ'QSI-hOUF? described 1 sham-circuits ihe en'lergency U ins sar Wheels ser ice bl'ai'es the S1111 c h'u in he same 2m 1 the spawn is slss s62 mach:

msrgency brakes 31 swltchmg dymvil "miles the eh a, mctcr damn veh as invention is was i, 1 @116; is; 11 y conventism t 11' l I? swarms L 131911 6.1

4: M W q Immense was compound,

. n as :16 mama After 1 vsnicss and motor and A, a generator. :1. t1: intemml an ordinary M- which 22m be engaged and sans of :1 mm-d. lever posip huod. 1 provide so that it may be ngage the engine '1 and 611% m the vehicle fly 0 acting as a motor in use; the

completely disable 1.

is hfzu y when operatii a \1 when opsrat This 63mm is driven 1'1 1 cmbus tion elgive time-ugh testbed c the rear 51011 .vhich do; 13:11 by the reference char; suns-$1021 mud verse femur-e. figzufscter 17 161. 0: fies- "fivh is cane trapsconnect;-

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\ mga'ges an 1 a manner a yveied be eled ear 26 on a the shaft 2'? ling RGEHS of 2L vise 13111110 '33 u0-acts Em'ft 18 Mr 32 is and nmvexnent bzwd 31, wr'm a bra of the own The nwuntsd upon H0 h second shoulder 38 at its and WM 1 ova-acts with the shouloi' the sleva Q0; The sleeve 40 is rosatabiy mounted upon the shaft 23 1115i prevented f )m longitudinal n'lo'vement relative. thsrem by the screw 451., Formed integrally with she sleeve &0 is an tannergency brake iever 4:2. This brake lever, as show 1. 9 is provided with a detent which (so-acts with a quad.- 1 y m mm sznmgency brake Eevsr m any of its adjusted positions. From the above description it will be apparent that when either. the clutch pedal :H or the grency brake lever 42 is pushed forwardly the sleeve 37 will be rotated about the shaft 23. The sleeve 37, as shown in Fig. 5. is jn'ovided with a .rcarwardly extending lug; 338 which engages the top surface oi? pivoted blade 39 of the three pole swi 4-0. 1 he .blade 39 carries an insulated contact 41 which co-actswith the three insulatcd contacts i2, 42. and 452", to complete certain circuits which will be described in detail later on. A compression spring 43 moves the contact' ll into contact with the contacts 4-2, 42, and i2" when the p..dal

is depressed.

The sleeve 37 is also provided with a downwardly dependinglug which is adapted to engage with the arm on the rock shaft in after the contacts of the switch 40 have beenclosed due to the movement of the lug 88. The shaft 46 is provided at l? with a clutch shifting yoke, the details of which it is believed it is unnecessary to describe. When. the clutch pedal 3t is pushed forwardly or depressed the lug 38 first releases the blade 39 or". the switch #0. thereby permitting the contacts of this switch to close and tile lug it" then enp es the arm and causes the slidahle in of the friction clutch 48 to be disen from itsgco-actiug inemb r, thereby disconnecting the power plant from the transmission and the propeller shaft. From the above description it will be'clea that either the pedal 3st or the emergency hralie 42 may be used independently of each for disengaging the clutch a8 and for ing the switch 4.0.

The en'iergency brake lever 42 is provided at its lower end with an arm -29 which actaates the link 50 to control the emergency brakes which are associated with the rear driving wheels. The details of this braking mechanism are well khpwn and it is, therefore, believed to be unnecessary to describe it more in detail. It is suliicient for the purposes of this invention that the emergency brakes be set when the lever i2 is moved forwardly. spring 51 serves to hold the clutch pedal 34- in. its up position and a sprin 52 holds the slidable member of the friction clutch in engagement with its coacting member. In this connection it is to be understood that the transmission has a neutral position in order that the power plant may be disconnected from t propeller shaft when starting the engine or when it is desired to char the storage hattery while the motor vehclc is not running.

In Figs. 6 and 7 I have shown certain details oi the mechanism controlling the engine throttle and for closing; the sw ch to energize the solenoid oi the main switch.

In these figures the reference character 53 jimlicatcs the-steering column through the center of which extends the shaft it its upper end this shaft is provided with a throttle lever whereby the shaft may be rotated and at its lower end it is provided with a hcvcled gear 56 co-acting with a similar beveled gear e? upon a shaft 58. The upper ot the shaft 58 is provided with an arm having" small slot (50 at its tree end. link 61 is provided at its rear end with a down turned portion which received in the slot (50 and at its forward end connects with the arm 3 which is rotatably uiou .dupontheihrottle shaft (33. Formed lute; ally with the arm 62 is a lug (ll. which when the lever it rotates in a clockwise lirection engages the elongated lug 67 onl-the throttle shaft to open the throttle. 1 also provide an accelerator pedal (ill for actuating the throttle valve independently of the throttle lever. This pedal is pivoted to the da as indicated at (37, or to any other suitablesupport, and is connected by means 4 of a link oo with an arm 69 rotatably mountugon the throttle valve shaft (53. The arm 89 provided with a lug 70 which is also adapted to engage the elongatcdlug (35 when the arm (39 is rotated in a clockwise dire The shaft 63 is provided with an arm is actuated bya spring: 72 to a should be noted, howie lower end ot the steering column l1 'o oride a pair of contacts '53 and 7e w? ich I carried by the insulated sprin arms I also provide an cceent c l6 respectiveli. i 77, which is p 'et'erably formed of insulat d material, and which bears against theadiacent side of the spring arm Upon the initial rotation of the throttle lever 55 the contacts 73 and 74 are closed for a purpose which will be described later on. The continued rotation of the throttle lever causes the arm (32 to open the throttle. As stated above, in the opera.-

*urthcr description appears I tion of my improved'motor vehicleJ prefer to advance the throttle lever to the position where the engine rotates at a speed slightly greater than idling speed. after during the operation of the vehicle the speed is increased and decreased by operatinnthe accelerator pedal 66. ".he lost mo tion connection between the arm 59 and the link 61 described above permits the closing of the switcl'i contacts 73 and 74 betore the of the throttle begins.

ing descr'bed the mechanical details There coted in general by the reference charscter 86. As stated above the ampere "hour mswitch 86 operates to close the contacts 87 and 88 when a. certain amount of current has discharged from the "tery 88 and to open these contacts when the battery has been charged with the some amount of current flowing from the dynamo. Switches of this type are Well known and itis thought imnecessery to herein describe the details thereof. One of the coneff is connected by means of a con doctor 89 with the solenoid 90 or" the main switc and the other terminal of the solenoid connected with *the opposite side oi? the battery by means of the conductors 91 and 92 and contacts '73 and 74. To simplify the diagram I-have illustrated the contacts 7 and 74 as being closed by a contact carried by the reciprocating throttle shaft 54: instead of by an eccentric card by rot- 'ing throttle shaft 54, as shown in l ig. 6. It is, of course, immaterial What means employed for causing this circuit to closed through the movement of the throttle lever From the above description it will be apparent that when the throttle lever'55 is moved to close the con-- llfibl/b 73 and 7-1 and to subsequently open the tl "ottl-e the solenoid 96 will first be ener Li and cause the switch 85 to close, is statement being made on the assumpat the contacts 87' and 88 are closed, y looting that the battery 80 is not i te y charged. If the battery 80 ould, however, be completely charged movement of the throttle lever while closing the contacts 73 and H, cannot complots tr e circuit through the solenoid 90 and it would, therefore, be impossible to start the vehicle unless some means are provided for energizing the solenoid 90 independently of the ampere hour meter. To do this I provide a short-circuiting circuit which comprises the conductor 93'" and the contacts 42, 41", 42 and conductor 98. When the pedal 34 isdepressed and the throttle lever 55 isinoved to close the contacts 73 and 74 current will flow from the storage battery through the conductors 81 and 9:2, the contacts 73 and '74, conductor 91, sole hold $0, conductors 89 and 93, contacts42,

4.1 and 42, conductors 98 and 83, winding 97 of the ampere hour meter, and conductor 82 back to the battery 80, thereby ener gizing the solenoid 90. The ncrei'or will then act as a motor to cram The throttle valve 55 will then be advanced suilicientlv to cause the engine to rotate gt a speed slightly greater than idling speed, thereby causing the dynamo to function as a generator and start to charge the store battery. When the lever 22 of the transmls sion is then thrown out of neutral into either the reverse or the forward position and the pedal 34c allowed to come back,

engaging the clutch, the load imposed upon the engine will cause it to slow down to a speed at which the dynamo will function as a. motor and assist the en ine to start the vehicle. The further control of the speed of the vehicle is thereafter obtained by operation of the accelerator pedal.

When the vehicle is traveling and it 13' desired to reduce the ,speed, it is merely necessary to depress the pedal 34, whereupon the resistance 95 in series with the shunt field will be sl1ortcircuited by the conductors 94 and 98 and the contacts 42', ll and 42". At the same time the accel era-tor pedal will, of course, be moved to the position to close the throttle. Through these two operations the driving power of the engine will be reduced, thereby throwing the load upon the generator and in case the generator is charging the battery the in.- crease in field strength due to the short circuiting-of the resistance 95 will produce an increased dynamical brakingefl'ect. If it is desired to coast the pcdfil 34; will be depressed to the oointjwhcre it disengages lie slidable member of the friction clutch rom its co-acting member. If it is desiredto charge the batteries whilethe vehicle is stationary the throttle is set at a position to 'ive the desired. speed to the dynamo and the emergency brake is thrown forward and sion from the dynamo.

While I have not disclosedahy ignition system for my internal combustion engine it is to be understood that any, desired system of ignition can be used, but I prefer to use one in which the spark is automatically retarded and advanced.

While I have described the details of the preferred embodiment of my invention it isto be understood that these details may be varied Within the scone of the appended claims.

Having thus described my invention what I claim as new and desire to secure by Let ters Patent of the United States is:

-1. A motor driven vehicle comprising an internal combustion engine provided witha throttle, at throttlelever and an accelerator pedal for independently actuating said locked, thereby disengaging the transmis III essence throttle, a compound wound dynamo, driving connections between said dynamo and ,said internal combustion engine comorising a clutch, a multispeed forward and reverse gear transmissionc'onnected with said dynamo by a second clutch, a propeller shaft driven from said transmission, a service brake, an emergency brake, a storage battery, a circuit for connecting said dynamo and storage battery comprising a solenoid operated main switch and an ampere hour meter, an energizing circuit for the solenoid of said main switch, contacts. controlled by said ampere hour meter to open and close said energizing circuit when said battery is discharged or charged respectively, a switch connected with said throttle lever to close said energizing circuit before the throttle is opened, a resistance connected in series with the shunt field of said dynamo, a second circuit for energizing said solenoid independently of said ampere hour meter, a short-circuiting circuit for said resistance, a common switch for opening and closing; said second and short-circuiting circuits, a lever for said second clutch, an emergency brake lever, and means independently operated by said emergency brake lever and said clutch lever to first close said common switch, then disconnect said second clutch,

or to connect said second clutch and then open said common switch, depending upon the direction of movement of said brake levers.

A motor driven vehicle comprising an internal combustion engine provided with a throttle, a throttle lever and an accelerator pedal for independently actuating said throttle, a compound wound dynamo, driv ing connections between said dynamo and said internal combustion engine, a multispeed forward and reverse gear transmission connected with said dynamo by a clutch, a propeller shaft driven from said transmission, a service brake, an emergency brake, a storage battery, a circuit For connecting said dynamo and storage battery comprising a solenoid operated main switch and an a'mpere hour meter, an energizing circuit for the solenoid of said main switch, contacts controlled by said ampere hour meter to open and close said energizing circuit when said battery is (.lischargcd or charged respectively, a switch connected with said throttle lliver to close said energizing cir cuit before the throttle is opened, a resistance connected in series with the shunt ield of said dynamo, a second circuit for energizingsaid solenoid independentlyof said am perehour meter, a slicrt-circuitin circuit for said resistance, a common switc for o iening and closing said second and shortcircniting circuits. a clutch lever, apd means operated by said clutch lever to nrst close said common switch, thee disconnect said clutch, or to connect said clutch and then open said common switch, depending upon the direction of movement of said brake lever.

o, A motor driven vehicle con'iprising an internal combustion engine provided with a throttle, a throttle lever and an accelerator pedal for independently actuating said throttle, a compound wound dynamo, driving connections between said dynamo and said internal combustion engin a multispeed forward and reverse gear transmission connected with said dynamo by a clutch, a

propeller shaft driven from said transmis men, a service brake, an emergency brake, a storage battery, a circuit for connecting said dynamo and storage battery comprising a solenoid operated main switch and an ampere hour meter, an energizing circuit for the solenoid. of said main switch, contacts controlled by said ampere hour meter to open and close said energizing circuit when said battery is discharged or charged respectively, a switch connected with said throttle lever to close said energizing circuit before the throttle is opened, a resistance connected in series with the shunt field of said dynamo, a second circuit for encrgizing said. solenoid independently of said ampere hour meter, a short-circuiting circuit for said resistance, a common switch for opening; and closingsaid second and short-circuiting circuits, an emergency brake lever, and means operated by said emergency brake lever to first close said common switch, then disconnect said clutch, or to connect said clutch and then open said common switch, depending upon the direction of movement oi said brake levers.

4. A motor driven vehicle comprising an internal combustion engine provided with a throttle, a'throttle lever and an accelerator pedal for independently actuating said throttle, a compound 'wound dynamo, driving connections between said dynan'io and said internal combustion engine, a multispeed forward and reverse gear transmission connected with said dynamo by a clutch, a propeller shaft driven "from said transmission, a brake xncchauisi'n, a storage battery, a circuit for connecting said dynamo and storage battery comprising a 'solenoid"opeated main switch and an 

